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  1. To chose the value to be written in CV29, try using the calculator at http://www.2mm.org.uk/articles/cv29 calculator.htm Changing the number of speed steps on the decoder will add or subtract two from the current value depending on what the current set up is. You can read in the current value of CV29 and back calculate to see what that means, or you can just choose the options that you want and calculate the value that should be in CV29. I've no idea how to change an NCE Powercab between 14, 28 or 128 speed steps. However, if you turn up to full power then you should
  2. I note that the NGS website states that they have a dedicated siding at Southampton port and that they deliver to North Wales, Aberdeen and the Scottish Highlands. However, it also highlights a network of 100 terminals that can be used. Presumably the salt is imported through Southampton and moved to the parts of the country that consume the most salt (ie the areas with more snow and ice in winter). https://ngs.co.uk/pages/copy-of-supply-by-ships I don't know anything more.
  3. If you are looking to sell on this site, then I think you need to be an RMWeb Gold member. If you sell on E-bay, then it sells at whatever someone is willing to pay. With regards the actual value of a sound fitted locomotive, I guess the question is what decoders have been fitted, what type of speakers have been fitted and whose sound projects have been used? All will affect the value to some extent. I would presume that someone will be willing to pay more for a locomotive fitted with an ESU or Zimo decoder than they will for a Hornby TTS decoder. Similarly, they will presumabl
  4. That's not something that I'd picked up on, but yes, it appears that installation of the arch is a recent addition once the original bridge failed a structural inspection earlier this century. To be honest, I had always wondered why the bridge seemed to be a hybrid of a steel girder and stone arch. A quick search on Google throws up a company called Torus Design, whose page on their capabilities in relation to 'bridge inspections and assessments' show the work they undertook for City of Edinburgh Council and the railway bridge at Pinkhill is the one that they showcase. There are
  5. I don't see any reason why you couldn't arrange to operate multiple layouts from a single command station in the way you suggest. However, your image only shows the feedback through Loconet. In addition, I think you need a track output connection from the DR5000 to the DCC Power Bus on each layout (probably via a separate circuit breaker for each layout), which is how the DCC signal would get to each DR4018 and DR5033.
  6. The above image was taken from the hollow / draining ditch that is situated to the north side of the walk/cycleway to try to show how deep it is. I had to select a location where it was possible to climb in and out safely. This was taken somewhere close to where the former trackbed and Pinkhill road are around the same elevation. Above is another 'drivers' eye' view of Pinkhill road embankment similar to the one in my last post, but slightly closer to Corstorphine. Again, another photograph of the same Pinkhill road embankment, but slightly c
  7. Not part of what you intend to model, but the above photograph shows what remains of the former Pinkhill railway station looking west towards Corstorphine. The former station building, which is situated on the overbridge can been seen between the trees. There are paths from both platforms up to road level, which can be seen to the left and right of the photograph. This is obviously what would be a fiddle yard for the proposed railway layout, but given the proximity of the platforms to what you intend to model it gives a good excuse for trains leaving and entering the fiddle yard
  8. Leaving the walk/cycleway at the location in my last post, where the former trackbed and Pinkhill road are about the same level, this is a view from further east, again looking towards the former Pinkhill railway station. This is a similar view from slightly further east, again looking towards the former Pinkhill railway station, somewhere similar to the location that the photograph of the B1 above was taken from. This is the view from the bend in Pinkhill road as it curves from being parallel to the former railway on the immediate approach to
  9. This is a view from the walk/cycleway a little to the east of the steps from Traquair Park East looking towards the former Pinkhill railway station. This shows that the ground falls away from the former trackbed towards the properties to the north which creates a hollow, which was presumably for drainage. This is taken slightly further east at the point where there is no significant level difference between the walk/cycleway and Pinkhill. Again, this is looking towards the former Pinkhill railway station. This is the view from Pinkhill road at the locatio
  10. This is a view from the bend in the road, where Traquair Park East joins Pinkhill. The road is below the level of the trackbed. The steps give some idea of the height difference between the road and the former track bed. This is the view from the bottom of the steps in the above photograph looking along Pinkhill towards the former Pinkhill railway station. In general, the gradient of the road is fairly constant, although it does get a bit steeper closer to the bend that brings it across the railway at the former Pinkhill railway station. This means that the contour effectively
  11. I assume you mean the outside of the curve, which is obviously from the south looking north. There isn't any obvious evidence of a footbridge left. Looking at your map above, I had a look today at what would have been the location of the footbridge and I couldn't see anything. If there are any remains, all that will be left is the foundations buried under vegetation. This is condition of the former station building at Pinkhill as viewed from what would be the front edge of your proposed layout. This is the view
  12. Do you plan on viewing this from the north looking south or from the south looking north? I can't help with the trains that operated the line, but it's a piece of the network that I'm very familiar with since it's conversion to a footpath and a route I've walked many times this year as part of 'lockdown exercise'. If you're looking for any current day photographs, then let me know - I can take some on my next walk. I'll look forward to seeing the results even if it's not my preferred scale or time period.
  13. Okay v3.20 is the current version and allows you to set each function button up as either latching or momentary. The 16 function sets (each function set allows you to name the F keys and decide whether they are latching or momentary functions) are assigned a letter from A to P and then each locomotive address is assigned to one of these 16 function sets. May sure that you are reading the supplementary v3.2 User Manual, which you can get off the website at https://www.signatrak.co.uk/product-support/docs/func-startdown/30/. It explains things that were in the latest update but not
  14. If you were running the latest firmware (v3.20), the function buttons are set up for a particular profile and you can have, I think, 16 of these. Therefore if you only have 16 locomotives, then it's effectively configured per locomotive. If you have more locomotives, then you can have a different configuration for 16 sets of locomotives - ie you might have half a dozen locomotives assigned to profile 1, but only one locomotive to each the rest. The Sig-na-Trak website indicates that a new firmware version (v4.0) should be released shortly, but I don't know how close that update a
  15. Do you know if it's possible to solder a wire to the linking bar? I'm thinking of the idea where the DCC power bus wire is soldered to the linking bar and then the 12 positions on the other side can connect 12 separate droppers, which can be disconnected for fault finding.
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